CN110015207B - Fuel cell vehicle - Google Patents

Fuel cell vehicle Download PDF

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Publication number
CN110015207B
CN110015207B CN201810889570.9A CN201810889570A CN110015207B CN 110015207 B CN110015207 B CN 110015207B CN 201810889570 A CN201810889570 A CN 201810889570A CN 110015207 B CN110015207 B CN 110015207B
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fuel cell
current
target value
controller
voltage
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CN110015207A (en
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野中真人
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Toyota Motor Corp
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Toyota Motor Corp
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/04537—Electric variables
    • H01M8/04574—Current
    • H01M8/04597—Current of auxiliary devices, e.g. batteries, capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04225—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during start-up
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/0438—Pressure; Ambient pressure; Flow
    • H01M8/04388—Pressure; Ambient pressure; Flow of anode reactants at the inlet or inside the fuel cell
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/04537—Electric variables
    • H01M8/04544—Voltage
    • H01M8/04567—Voltage of auxiliary devices, e.g. batteries, capacitors
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04746—Pressure; Flow
    • H01M8/04753—Pressure; Flow of fuel cell reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04858—Electric variables
    • H01M8/04895—Current
    • H01M8/04917—Current of auxiliary devices, e.g. batteries, capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04201—Reactant storage and supply, e.g. means for feeding, pipes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
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  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
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  • General Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Fuel Cell (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A fuel cell vehicle is provided with: a hydrogen injector that opens a valve when supplied with a current equal to or greater than a predetermined current threshold; a controller configured to control a supply current to the hydrogen injector so that the supply current follows a current target value; and a 1 st power supply for supplying power to the hydrogen injector and a predetermined auxiliary device. The controller increases the current target value when at least one of a 1 st start signal for starting a predetermined auxiliary device and a 2 nd start signal for notifying the start of the predetermined auxiliary device is detected.

Description

Fuel cell vehicle
Technical Field
The technology disclosed herein relates to a fuel cell vehicle.
Background
A fuel cell component mounted on a fuel cell vehicle includes a hydrogen injector that adjusts the flow rate of hydrogen gas as fuel. A representative hydrogen injector is an electromagnetic drive type opening and closing valve, and a normally closed type is adopted. The normally closed type means a closed state when no current is supplied, and a valve is opened when a current exceeding a predetermined current threshold is supplied. Japanese patent application laid-open No. 2013-131301 describes a fuel cell vehicle mounted with a fuel cell component including such a hydrogen injector.
Disclosure of Invention
A fuel cell vehicle is equipped with a battery (auxiliary equipment battery) that supplies electric power to various auxiliary equipment. The auxiliary device is a generic term for an electric device that operates at a voltage much lower than a driving voltage of a motor for traveling. Representative auxiliary devices include an air conditioner, a vehicle navigation device, an electric power steering device, and a headlight. The hydrogen injector of the fuel cell component is also one of the auxiliary devices. The auxiliary equipment battery is connected to a plurality of auxiliary equipment (including a hydrogen injector) by a power line. The injector controller sets a current target value obtained by adding a predetermined margin to a current threshold value required to keep the hydrogen injector in an open state so as not to consume unnecessary power. The injector controller controls the supply current supplied to the hydrogen injector to follow the target current value. When high power starts to be consumed at the time of starting a specific auxiliary device having a large initial power consumption, there is a possibility that the supply current supplied from the auxiliary device battery to the hydrogen injector temporarily decreases and the hydrogen injector is accidentally closed.
A fuel cell vehicle according to an aspect of the present invention includes: a hydrogen injector that opens a valve when supplied with a current equal to or greater than a predetermined current threshold; a controller configured to control a supply current to the hydrogen injector so that the supply current follows a current target value; and a 1 st power supply for supplying power to the hydrogen injector and a predetermined auxiliary device. The controller increases the target value of the current of the supply current when at least one of a 1 st start signal for starting a predetermined auxiliary device and a 2 nd start signal for notifying the start of the predetermined auxiliary device is detected.
A typical example of the predetermined auxiliary device is an air conditioner to which the instrument panel controller sends a start signal according to an operation of an air conditioner switch provided in the vehicle compartment. The predetermined auxiliary equipment may be predetermined or registered with the controller.
The controller performs feedback control so that the supply current follows the current target value. The controller increases the current target value when a predetermined auxiliary device start command is detected or when a predetermined auxiliary device start is detected. Therefore, according to the fuel cell vehicle of the above aspect, even if the output voltage of the 1 st power supply temporarily decreases due to the start of the predetermined auxiliary equipment and the feedback control is not in time and the supply current is significantly lower than the current target value, the current sufficient to maintain the valve-open state can be supplied to the hydrogen injector.
In the above aspect, the fuel cell vehicle may further include: a 2 nd power supply having an output voltage higher than that of the 1 st power supply; and a voltage converter for reducing an output voltage of the 2 nd power supply and supplying the reduced output voltage to the 1 st power supply. The controller may not increase the current target value when the output voltage of the voltage converter is higher than the output voltage of the 1 st power supply.
According to the fuel cell vehicle of the above aspect, even if the output of the 1 st power supply decreases, in the case where the supply of electric power from the voltage converter can be expected, the current for maintaining the open state of the hydrogen injector can be obtained without increasing the current target value of the supply current. Therefore, the current target value is not increased, so unnecessary power consumption can be suppressed.
In the above aspect, the fuel cell vehicle may further include: a 2 nd power supply having an output voltage higher than that of the 1 st power supply; and a voltage converter for stepping down an output voltage of the 2 nd power supply and supplying the stepped-down voltage to the 1 st power supply of the auxiliary equipment battery. The controller may be configured not to increase the target value of the current of the supply current and to instruct the voltage converter to increase the output when the voltage converter operates at a rate lower than the predetermined rate of the maximum output capacity.
When the voltage converter has a surplus capacity, the output of the voltage converter is increased to compensate for the shortage of the electric power of the 1 st power source, and the open state of the hydrogen injector can be maintained. Thus, according to the fuel cell vehicle of the above aspect, the voltage drop of the 1 st power supply can be dealt with more reliably without increasing the current target value.
In the above aspect, the controller may return the current target value to the initial current target value when the current target value increases and the controller detects a stop signal to stop the predetermined auxiliary device, the initial current target value being a value before the current target value is increased.
In the above scheme, the initial current target value may also be greater than the predetermined current threshold value.
Drawings
Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and wherein:
fig. 1 is a block diagram of an electric power system of a fuel cell vehicle of the embodiment.
Fig. 2 is a flowchart of supply current control executed by the injector controller.
Fig. 3 is a graph showing an example of temporal changes in the voltage, the current target value, and the supply current of the auxiliary equipment battery.
Fig. 4 is a flowchart of the supply current control according to modification 1.
Fig. 5 is a flowchart of supply current control according to modification 2.
Detailed Description
A fuel cell vehicle of an embodiment is explained with reference to the drawings. Fig. 1 shows a block diagram of an electric power system of the fuel cell vehicle 2. The fuel cell vehicle 2 of the embodiment includes a fuel cell component 10, a high-voltage battery 3, a 1 st converter 4, a 2 nd converter 5, an inverter 6, a motor 7 for traveling, a 3 rd converter 22, an auxiliary equipment battery 20, and auxiliary equipment 23 to 26. The fuel cell component 10 and the high-voltage battery 3 are power sources for driving the motor 7 for running. The auxiliary equipment battery 20 supplies electric power to the auxiliary equipment 23 to 26 and other auxiliary equipment. The "auxiliary equipment" is a generic term for electric equipment that operates at a voltage much lower than the driving voltage of the motor 7 for running. The output voltage of the fuel cell component 10 and the high-voltage battery 3 is, for example, 200 volts, and the output voltage of the auxiliary equipment battery 20 is, for example, 12 volts. The high-voltage battery 3 is, for example, a battery unit to which a large number of lithium ion battery cells are connected, and the auxiliary equipment battery 20 is, for example, a lead battery. The high-voltage battery 3 and the auxiliary equipment battery 20 are rechargeable secondary batteries (rechargeable batteries).
In fig. 1, the main controller 23, the electric power steering device 24, the air conditioner 25, the instrument panel controller 26, and the like are depicted as auxiliary devices. The electric power steering apparatus 24 and the air conditioner 25 consume a large amount of power at the initial start-up. Further, the hydrogen injector 12 and the injector controller 13 included in the fuel cell component 10, the controllers included in the 1 st to 3 rd converters 4, 5, and 22, the controller included in the inverter 6, and the like are also included in the auxiliary devices. The power line 21 is distributed over the main body of the fuel cell vehicle 2, and each auxiliary equipment receives power supply from the auxiliary equipment battery 20 via the power line 21. In addition, the auxiliary device groups may be communicatively connected to each other with the in-vehicle network 30. The broken line of fig. 1 represents the in-vehicle network 30. As described above, the controller included in the 1 st/2 nd converter 4/5, the controller included in the inverter 6, and the like are also included in the auxiliary devices, but in fig. 1, the power lines and the in-vehicle network to be connected to these devices are not shown.
The 1 st converter 4, the 2 nd converter 5, and the 3 rd converter 22 are voltage converters. The low-voltage side of the 1 st converter 4 is connected to the output side of the fuel cell unit 10, and the high-voltage side is connected to the dc side of the inverter 6. The low-voltage end of the 2 nd converter 5 is connected with the output end of the high-voltage storage battery 3, and the high-voltage end is connected with the direct-current end of the inverter 6. A motor 7 for traveling is connected to an ac terminal of the inverter 6. The 3 rd converter 22 has a high-voltage terminal connected to the output terminal of the high-voltage battery 3 and a low-voltage terminal connected to the power line 21. The negative electrodes of the auxiliary equipment battery 20 and the auxiliary equipment group are grounded.
The 1 st converter 4 boosts the voltage of the electric power output by the fuel cell section 10. The 2 nd converter 5 has: a boosting function of boosting the output voltage of the high-voltage battery 3 and supplying the boosted output voltage to the inverter 6; and a step-down function of stepping down the voltage of the electric power (regenerative electric power described later) transmitted from the inverter 6 and supplying the electric power to the high-voltage battery 3. That is, the 2 nd converter 5 is a bidirectional DC-DC converter. The 2 nd converter 5 may step down the voltage of the surplus power of the fuel cell components 10 and supply the stepped down voltage to the high-voltage battery 3.
The inverter 6 converts the boosted dc power of the fuel cell unit 10 or the boosted dc power of the high-voltage battery 3 into ac power suitable for driving the motor 7. The motor 7 is driven by ac power supplied from the inverter 6. The motor 7 may generate electric power using kinetic energy of the vehicle. The electric power generated by the motor 7 is referred to as regenerative electric power. The inverter 6 may convert regenerative power (ac power) generated by the motor 7 into dc power and supply the dc power to the 2 nd converter 5.
The output required of the motor 7 frequently changes according to the acceleration operation of the driver. On the other hand, the time constant for adjustment of the output power of the fuel cell component 10 is long. The fuel cell vehicle 2 is equipped with a high-voltage battery 3 to compensate for a delay in response of the fuel cell component 10. When the output power of the fuel cell component 10 is insufficient for the target output of the motor 7, the fuel cell vehicle 2 is compensated with the power of the high-voltage battery 3. In addition, when the output power of the fuel cell section 10 exceeds the target output of the motor 7, the surplus power is charged to the high-voltage battery 3. In this case, a part of the output power of the 1 st converter 4 is supplied to the inverter 6, and the remaining part is stepped down by the 2 nd converter 5 and supplied to the high-voltage battery 3.
The 3 rd converter 22 has a high-voltage terminal connected to the high-voltage battery 3 and a low-voltage terminal connected to the power line 21 of the auxiliary equipment system. The 3 rd converter 22 steps down the voltage of the output power of the high-voltage battery 3 to the voltage level of the auxiliary equipment battery 20 and supplies the voltage to the power line 21. The output power of the 3 rd converter 22 is used for charging the auxiliary equipment battery 20 or for driving power of the auxiliary equipment group.
The main controller 23 is a controller that comprehensively controls the entire vehicle, determines a target output of the motor 7 based on the accelerator opening and the vehicle speed, and instructs the fuel cell unit 10, the 1 st converter 4, the 2 nd converter 5, and the inverter 6. The main controller 23 also sends a command of target output to the 3 rd converter 22 based on information from a voltage sensor 29 that measures the output voltage of the auxiliary equipment battery 20.
The fuel cell component 10 includes various devices for controlling the fuel cell unit in addition to the fuel cell unit not shown, but only the hydrogen injector 12 and the injector controller 13 are depicted in fig. 1. The hydrogen injector 12 is a device that adjusts the flow rate of hydrogen gas as fuel of the fuel cell unit. The hydrogen injector 12 is an electromagnetic drive type opening and closing valve, and is of a normally closed type. The normally closed type is a type in which a valve is opened when a current equal to or higher than a predetermined current threshold is supplied, and is kept closed when a current lower than the current threshold is supplied. An injector controller 13 that controls the current supplied to the hydrogen injector 12 is connected in series with the hydrogen injector 12. The hydrogen injector 12 and the injector controller 13 are also auxiliary devices, and are supplied with electric power from an auxiliary device battery 20 via an electric power line 21.
The injector controller 13 performs feedback control so that the current supplied to the hydrogen injector 12 follows a current target value obtained by adding a margin to the current threshold value. The remaining amount is set so as not to fall below the current threshold even if the supply current supplied to the hydrogen injector 12 fluctuates in the feedback control. However, since an excessive margin causes unnecessary power consumption, the margin is set to a necessary minimum.
As described above, the hydrogen injector 12 is closed when the supply current is below the current threshold. Various auxiliary devices receive power supply from the power line 21, and initial power consumption of a specific device such as the air conditioner 25 at the time of startup is large. When the equipment having large initial power consumption is started, the output of the auxiliary equipment battery 20 temporarily decreases, and there is a possibility that the hydrogen injector 12 is accidentally turned off. The fuel cell vehicle 2 of the embodiment can avoid an unintended closing valve of the hydrogen injector 12 caused by insufficient electric power due to initial power consumption at the time of starting the auxiliary equipment. In the following, a mechanism for avoiding unintended closing of the valve of the hydrogen injector 12 is explained.
The air conditioner 25 is activated when a user operates a switch 27 for an air conditioner in the vehicle. The switch 27 is connected to the instrument panel controller 26, and the instrument panel controller 26 that receives an input from the switch 27 transmits a start signal to the air conditioner 25 via the in-vehicle network 30. In the fuel cell vehicle 2 disclosed in the present specification, when a device having a large initial power consumption is started (or started), a start signal is also transmitted to the injector controller 13 via the in-vehicle network 30. When the air conditioner 25 is started, the instrument panel controller 26 transmits a start signal to both the air conditioner 25 and the injector controller 13. Since the data included in the activation signal indicates the activation target, the ejector controller 13 does not mistake the activation signal for the air conditioner 25 as being the activation signal for itself.
The injector controller 13, which receives the start signal of the device whose initial power consumption is large, increases the current target value. There is a small time delay until the air conditioner 25 receives the start signal and actually operates the motor. During this time lag, the injector controller 13 increases the current supplied to the hydrogen injector 12 so as to follow the increased current target value. When the air conditioner 25 operates the motor, the power consumption temporarily increases and the voltage of the auxiliary equipment battery 20 decreases. When the voltage of the auxiliary equipment battery 20 decreases, the current supplied to the hydrogen injector 12 decreases, but since the current target value has already increased, even if the supply current supplied to the hydrogen injector 12 temporarily decreases from the current target value, the supply current does not fall below the current threshold value.
When the user turns off the switch 27, the instrument panel controller 26 transmits an air conditioner stop signal to both the air conditioner 25 and the injector controller 13. The injector controller 13, which detects the air conditioner stop signal, returns the current target value to the original value.
Not only the air conditioner 25, but also an activation signal and a stop signal of auxiliary equipment having large initial power consumption, for example, the electric power steering device 24 are sent to the injector controller 13 via the in-vehicle network 30. The start signal and the stop signal of the electric power steering device 24 are sent from the main controller 23 to both the electric power steering device 24 and the injector controller 13. The injector controller 13 that detects the activation signal of the electric power steering device 24 increases the current target value in the same manner as when the activation signal of the air conditioner 25 is detected.
Fig. 2 shows a flowchart of the above-described processing. The injector controller 13 increases the current target value when the start signal of the auxiliary device is detected (step S2: YES, S3). In the case where the start signal of the auxiliary device is not detected (step S2: NO), the injector controller 13 monitors the stop signal of the auxiliary device (step S4). When the stop signal of the auxiliary device is detected, the injector controller 13 returns the current target value to the original value (step S4: YES, S5). In the case where the stop signal of the auxiliary device is not detected, the injector controller 13 ends the processing. The injector controller 13 repeats the processing of fig. 2 periodically.
Fig. 3 shows a graph of a voltage change of the auxiliary equipment battery 20 and a change of the supply current to the hydrogen injector 12 when the auxiliary equipment (the air conditioner 25) is started/stopped. The upper graph G1 shows a change in the output voltage of the auxiliary equipment battery 20, the lower graph G2 shows a change in the current target value, and the graph G3 shows a change in the supply current. Graph G4 shows the change in the supply current without increasing the current target value. The current value Ith is a current threshold value required to maintain the hydrogen injector 12 in the open valve state. The current value Irl is a current target value in a normal state. The difference Mgn1 between the normal current target value Ir1 and the current threshold value Ith is the margin described above.
At time T1, the user turns on the switch 27, and the instrument panel controller 26 sends an activation signal to the air conditioner 25 and the injector controller 13. The injector controller 13 that detects the start signal increases the current target value Ir1 to the current target value Ir 2. In other words, the margin for not being lower than the current threshold Ith even if the supply current fluctuates is increased from Mgn1 to Mgn 2. Since the injector controller 13 performs control such that the supply current follows the current target value, the supply current (graph G3) increases as the current target value increases (see point P1 in fig. 3).
When the motor of the air conditioner 25 starts operating with a delay of the time width dTa from the detection of the start signal (time T1), the voltage of the auxiliary battery 20 decreases for a short period of time (time width dTb) from time T2 (see point P2 in fig. 3). Since the voltage of the auxiliary equipment battery 20 decreases, the supply current to the hydrogen injector 12 decreases significantly from the amplitude of the previous feedback control. However, since the current target value has increased, the current target value does not fall below the current threshold Ith even if the supply current greatly decreases (see point P3 in fig. 3).
A broken line graph G4 of fig. 3 shows the supply current when the current target value is also held at the current value Ir1 after the start signal is received. As the voltage of the auxiliary equipment battery 20 decreases, the supply current falls below the current threshold Ith for the time period dTc. When the target current value is not increased, the hydrogen injector 12 may be accidentally turned off during the time width dTc.
Further, the injector controller 13 detects a stop signal of the air conditioner 25 at time T3. The injector controller 13 that detects the stop signal returns the current target value to the original value Ir 1.
As described above, in the fuel cell vehicle 2 of the embodiment, when the injector controller 13 detects the activation signal of the air conditioner 25 (auxiliary equipment), the current target value of the supply current to the hydrogen injector 12 is increased. As a result, even if the voltage of the auxiliary machinery battery 20 is reduced due to a temporary increase in power consumption at the time of starting the auxiliary machinery, the supply current supplied to the hydrogen injector 12 can be prevented from falling below the current threshold value.
Modification example 1
As described above, the low-voltage end of the 3 rd converter 22 is connected to the power line 21 that transmits the power of the auxiliary equipment battery 20 to the auxiliary equipment, and the power of the high-voltage battery 3 is supplied to the power line 21 via the 3 rd converter 22. If the shortage of the output of the auxiliary equipment battery 20 can be compensated with the electric power of the high-voltage battery 3, the injector controller 13 does not need to increase the current target value. Fig. 4 shows a flowchart of supply current control implemented by the injector controller 13 in consideration of the supply power from the 3 rd converter 22.
When the injector controller 13 detects the start signal of the auxiliary equipment (step S12: yes), the output voltage of the 3 rd converter 22 and the output voltage of the auxiliary equipment battery 20 are compared (step S13). The output voltage of the 3 rd converter 22 is obtained from a voltage sensor (not shown) incorporated in the 3 rd converter 22, and the output voltage of the auxiliary equipment battery 20 is obtained from a voltage sensor 29. If the output voltage of the 3 rd converter 22 exceeds the output voltage of the auxiliary equipment battery 20 (yes in step S13), the injector controller 13 ends the process without increasing the current target value. In other words, the injector controller 13 prohibits the increase of the current target value in the case where the output voltage of the 3 rd converter 22 exceeds the output voltage of the auxiliary equipment battery 20 after the start signal of the auxiliary equipment is detected. After detecting the start signal of the auxiliary equipment, the injector controller 13 increases the current target value in the same manner as in the above embodiment in the case where the output voltage of the 3 rd converter 22 is lower than the output voltage of the auxiliary equipment battery 20 (step S13: NO, S14). When the stop signal of the auxiliary device is detected, the injector controller 13 returns the current target value to the original if the current target value has been increased previously (step S15: YES, S16).
According to the processing of modification 1, when the voltage drop of the auxiliary equipment battery 20 can be coped with without increasing the current target value, the current target value is not increased, so that unnecessary power consumption can be suppressed.
Modification example 2
Fig. 5 shows a flow chart of the supply current control of modification 2. In the 2 nd modification, the injector controller 13 confirms whether the output of the 3 rd converter 22 is less than 70% of the full output after detecting the start signal of the auxiliary (step S22: yes) (step S23). The injector controller 13 communicates with the 3 rd converter 22 via the in-vehicle network 30, and obtains the ratio of the output. In the case where the output of the 3 rd converter 22 is less than 70% of the full output (step S23: YES), the injector controller 13 sends a command to the 3 rd converter 22 (step S25) to increase the output. When the output of the 3 rd converter 22 is 70% or more of the full output, the injector controller 13 increases the current target value (step S23: NO, S24).
When the 3 rd converter 22 operates under duty control, the duty ratio corresponds to the output ratio. Therefore, the injector controller 13 can know the output ratio of the 3 rd converter 22 by monitoring the duty ratio of the switching element that steps down the voltage inside the 3 rd converter 22.
According to the process of the 2 nd modification, when the 3 rd converter 22 has a surplus, the output of the 3 rd converter 22 increases in preparation for the voltage of the auxiliary equipment battery 20 decreasing. This enables more reliable handling of the voltage drop of the auxiliary equipment battery 20 without increasing the current target value.
The fuel cell vehicle 2 of the embodiment has the following features. The fuel cell vehicle 2 includes a fuel cell component 10, an auxiliary machinery battery 20, and an auxiliary machinery controller. The fuel cell component 10 includes: a hydrogen injector 12 that opens a valve when supplied with a current equal to or greater than a predetermined current threshold value; and an injector controller 13 that controls the supply current supplied to the hydrogen injector 12 so as to follow the current target value. The auxiliary machinery battery 20 supplies electric power to the hydrogen ejector 12 and specific auxiliary machinery (such as the air conditioner 25) that consumes large power at the start-up. The auxiliary device controller (instrument panel controller 26, etc.) transmits a start signal to a specific auxiliary device. The injector controller 13 increases the current target value when detecting that a start signal is sent from the auxiliary equipment controller to a specific auxiliary equipment.
The instrument panel controller 26 and the main controller 23 that transmit the start signal of the auxiliary device are examples of auxiliary device controllers. The auxiliary equipment with large initial power consumption may also send the start signal to the injector controller 13 itself. In this case, the auxiliary device itself, which has a large initial power consumption, is an example of the auxiliary device controller. When the electric power steering device 24 is started by its own judgment, the electric power steering device 24 transmits a start signal for notifying its own start to the injector controller 13. In this case, the electric power steering device 24 is an example of an auxiliary machine controller.
It is not necessary that all auxiliary equipment controllers send a start signal to the injector controller 13. It suffices for the auxiliary device controller that starts a specific auxiliary device whose initial power consumption exceeds a predetermined value to send a start signal to the injector controller 13. In the embodiment, the electric power steering device 24 and the air conditioner 25 are given as examples of specific auxiliary devices having large power consumption at the start. The specific auxiliary devices that consume large power at the start are not limited to the electric power steering device 24 and the air conditioner 25. The specific auxiliary equipment is auxiliary equipment whose power consumption at the start-up is so large as to affect the supply power to the hydrogen injector 12, and is determined in advance. In other words, the specific auxiliary device is an auxiliary device whose starting initial power consumption is larger than a predetermined power, and is decided in advance. The predetermined specific auxiliary equipment is registered to the injector controller 13, the other auxiliary equipment controller.
Instead of the auxiliary equipment controller sending the start signal to the injector controller 13, the injector controller 31 may constantly monitor the signal transmitted via the in-vehicle network 30, and increase the current target value when the monitored signal includes the start signal of the specific auxiliary equipment.
The processing performed by the injector controller 13 may also be performed by another controller. For example, the main controller 23 may execute the processing of the supply current control shown in fig. 2, 4, and 5. In this case, the main controller 23 is an example of an injector controller.
The high-voltage terminal of the 3 rd converter 22 may be connected to the output terminal of the fuel cell component 10 instead of the output terminal of the high-voltage battery 3.
While specific examples of the present invention have been described in detail above, the present invention is not limited to these examples, and various modifications and changes can be made to the specific examples described above.

Claims (5)

1. A fuel cell vehicle, characterized by comprising:
a fuel cell component;
a hydrogen injector that opens a valve when supplied with a current equal to or greater than a predetermined current threshold;
a controller configured to control a supply current to the hydrogen injector so that the supply current follows a current target value; and
a 1 st power source for supplying electric power to the hydrogen injector and a predetermined auxiliary device other than the fuel cell component,
wherein the controller increases the current target value when at least one of a 1 st start signal for starting the predetermined auxiliary device other than the fuel cell component and a 2 nd start signal for notifying the start of the predetermined auxiliary device other than the fuel cell component is detected while the fuel cell component is operating.
2. The fuel cell vehicle according to claim 1, further comprising:
a 2 nd power supply, an output voltage of the 2 nd power supply being higher than the 1 st power supply; and
a voltage converter that steps down an output voltage of the 2 nd power supply and supplies power to the 1 st power supply,
wherein the controller does not increase the current target value if the output voltage of the voltage converter exceeds the output voltage of the 1 st power supply.
3. The fuel cell vehicle according to claim 1, further comprising:
a 2 nd power supply, an output voltage of the 2 nd power supply being higher than the 1 st power supply; and
a voltage converter for stepping down an output voltage of the 2 nd power supply and supplying power to the 1 st power supply,
wherein the controller does not increase the current target value when the voltage converter operates at a ratio lower than a predetermined ratio of a maximum output capacity, and instructs the voltage converter to increase an output.
4. The fuel cell vehicle according to any one of claims 1 to 3,
when the current target value is increased and the controller detects a stop signal to stop the predetermined auxiliary device other than the fuel cell component, the controller returns the current target value to an initial current target value that is a value before the current target value is increased.
5. The fuel cell vehicle according to claim 4,
the initial current target value is greater than the predetermined current threshold.
CN201810889570.9A 2017-10-20 2018-08-07 Fuel cell vehicle Active CN110015207B (en)

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